Self-righting frame and aeronautical vehicle

ABSTRACT

An aeronautical vehicle that rights itself from an inverted state to an upright state has a self-righting frame assembly has an apex preferably at a top of a central vertical axis. The apex provides initial instability to begin a self-righting process when the vehicle is inverted on a surface. A lift and stabilization panel extends across an upper portion of said frame to provide lift, drag and/or stability. A propulsion system can be located within a central void of the frame assembly and oriented to provide a lifting force. An electronics assembly is also carried by the self-righting frame for receiving remote control commands and is communicatively interconnected to the power supply for remotely controlling the aeronautical vehicle to take off, to fly, and to land on a supporting surface. The frame provides self-righting functionality and protection of elements carried therein.

CROSS-REFERENCE TO RELATED APPLICATION

This Non-Provisional Utility Patent Application is a DivisionalApplication claiming the benefit of U.S. Non-Provisional patentapplication Ser. No. 14/022,213 filed on Sep. 9, 2013, which isscheduled to issue as U.S. Pat. No. 9,067,667 on Jun. 30, 2015, which isa Continuation-in-Part Application claiming the benefit of U.S.Non-Provisional patent application Ser. No. 13/096,168 filed on Apr. 28,2011, which issued as U.S. Pat. No. 8,528,854 on Sep. 10, 2013, whichclaims the benefit of co-pending Chinese Patent Application Serial No.201010235257.7, filed on Jul. 23, 2010, both of which are incorporatedherein in their entireties.

FIELD OF THE INVENTION

The present disclosure generally relates to apparatuses and methods fora frame and the construction of a frame that rights itself to a singlestable orientation. More particularly, the present disclosure relates toan ovate frame that rights itself to an upright orientation regardlessof the frame's initial orientation when placed on a surface.

BACKGROUND OF THE INVENTION

Remote controlled (RC) model airplanes have been a favorite of hobbyistsfor many years. Initially, in the early years of RC aircraft popularity,the radio controls were relatively expensive and required a larger modelaircraft to carry the weight of a battery, receiver and the variousservos to provide the remote controllability for the model aircraft.These aircraft were typically custom built of lightweight materials,such as balsa wood, by the hobbyist. Consequently, these RC modelsrepresented a significant investment of the hobbyist's time, effort,experience, and money. Further, because of this investment, the hobbyistneeded a high degree of expertise in flying the model aircraft toconduct safe operations and prevent crashes. In the event of a crash,most models would incur significant structural damage requiringextensive repairs or even total rebuilding of the model. For thesereasons, participation in this hobby was self-restricting to the few whocould make the required investments of time and money.

As innovations in the electronics industry resulted in smaller and lessinexpensive electronics, the cost and size of radio control units werealso reduced allowing more hobbyists to be able to afford these items.Further, these advances also result in reductions in weight of thebattery, receiver and servos, which benefits could then be realized insmaller and lighter model airframes. This meant that the building of theairframes could become simpler and no longer requiring the degree ofmodeling expertise previously required. Simplicity of construction anddurability of the airframes were further enhanced with the advent ofmore modern materials, such as synthetic plastics, foams, andcomposites, such that the airframes could withstand crashes with minimalor even no damage.

These RC models were still based upon the restraints of airplaneaerodynamics meaning they still needed a runway for takeoffs andlandings. While the length of the required runways (even if only arelatively short grassy strip) vary according to the size of the RCmodel, the requirement often relegated the flying of these models todesignated areas other than a typical back yard. Model helicopters, likethe full-scale real life aircraft they are based upon, do not requirerunways and can be operated from small isolated areas. However, ahelicopter with a single main rotor requires a tail rotor, whether fullscale or model, also requires a tail rotor to counter the rotational inflight moment or torque of the main rotor. Flying a helicopter having amain rotor and a tail rotor requires a level of expertise that issignificantly greater than required for a fixed wing aircraft, andtherefore limits the number of hobbyists that can enjoy this activity.

The complexity of remotely flying a model helicopter has at least beenpartially solved by small prefabricated models that are battery operatedand employ two main counter-rotating rotors. The counter-rotation of thetwo rotors results in equal and counteracting moments or torques appliedto the vehicle and therefore eliminating one of the complexities ofpiloting a helicopter-like vertical take-off and landing model. Thesemodels typically have another limiting characteristic in that the formfactor of the structure and the necessary placement of the rotors abovethe vehicle structure result in a tendency for the vehicle to be proneto tipping on one or the other side when landing. In the event of thisoccurring, the vehicle must be righted in order for further operationsand thus requires the operator or other individual to walk to the remotelocation of the vehicle and right it so that the operator can againcommand the vehicle to take off.

Therefore, a self-righting structural frame and corresponding verticaltake-off vehicle design is needed to permit remote operation of ahelicopter-like RC model without the need to walk to a landing site toright the vehicle in the event the previous landing results in a vehicleorientation other than upright.

SUMMARY OF THE INVENTION

The present disclosure is generally directed to an aeronautical vehiclethat rights itself from an off-kilter, an off-seated, or an invertedstate to an upright state, the aeronautical vehicle incorporating:

a self-righting frame assembly comprising:

-   -   a frame structure comprising one of:        -   a) at least one generally vertically oriented frame member            having an generally uninterrupted, continuous peripheral            edge between a top portion and a base portion, and at least            one generally horizontally oriented frame, said at least one            generally vertically oriented frame member and said at least            one generally horizontally oriented frame being mechanically            coupled to one another at each intersecting location, said            at least one generally vertically oriented frame member and            said at least one generally horizontally oriented frame            defining a central void, said at least one generally            vertically oriented frame member and said at least one            generally horizontally oriented frame being arranged in a            fixed spatial relationship, or        -   b) at least two vertically oriented frame members in            registration with a plane extending radially outward from a            central vertical axis of said self-righting frame assembly,            said at least two vertically oriented frame members having            an generally uninterrupted, continuous peripheral edge            between a top portion and a base portion, said at least two            vertically oriented frame members defining a central void,            said at least two vertically oriented frames being arranged            in a fixed spatial relationship;    -   a lift and stabilization panel carried by a segment of an upper        region of said frame structure, said lift and stabilization        panel, said lift and stabilization panel providing at least one        of:        -   enhanced stability during any motion;        -   lift when said frame assembly is moving in a generally            horizontal motion;        -   drag when said frame assembly is moving in a generally            vertical motion;    -   a weighted mass carried by a lower section of the frame assembly        for the purpose of positioning a center of gravity of the frame        assembly proximate to a bottom of the frame assembly; and    -   an apex formed at a top of the at least one generally vertically        oriented frame member for providing an initial instability to        begin a self-righting process when the frame assembly is        off-kilter; wherein:    -   when the frame assembly is off-kilter and resting on a frame        assembly supporting surface, the frame assembly contacts the        frame assembly supporting surface at the apex and at a point on        at least one of the at least one generally vertically oriented        frame member and further wherein the apex extends from the top        of the at least one generally vertically oriented frame member a        distance such that a central axis of the at least one generally        vertically oriented frame member is sufficiently angulated from        vertical to horizontally displace the center of gravity beyond        the point of contact of the at least one vertical frame thereby        producing a righting moment to return the frame assembly to an        upright equilibrium position,

at least one propulsion system carried by at least one generallyvertically oriented frame member and extending into the central void ofthe self-righting frame assembly, the at least one propulsion systemoriented to provide a lifting force;

a power supply carried by the self-righting frame assembly andoperationally connected to the at least one propulsion system foroperatively powering the at least one propulsion system; and

an electronics assembly carried by the self-righting frame for receivingremote control commands and communicatively interconnected to the powersupply for remotely controlling the aeronautical vehicle to take off, tofly, and to land on a frame assembly supporting surface.

In another aspect, the at least one generally vertically oriented framemember and the at least one generally horizontally oriented frame memberis oriented at a substantially perpendicular angle one to the other.

In another aspect, the each of the at least one generally verticallyoriented frame member is shaped having at least one of:

a width dimension, wherein the width dimension is defined as a dimensionbetween the central vertical axis and the radially outer edge of thevertical frame, wherein a height dimension is less than or equal totwice the width dimension,

a semi-elliptical shape and further wherein the elliptical shape has ahorizontal major axis and a vertical minor axis, and

a semi-circular shape.

In another aspect, the self-righting frame assembly includes at leasttwo vertically oriented frames defining a central void and having acentral vertical axis. At least one horizontally oriented frame isdesired and would be affixed to the vertical frames extending about aninner periphery of the vertical frames for maintaining the verticalframes at a fixed spatial relationship. The at least one horizontallyoriented frame provides structural support, allowing a reduction instructural rigidity of the vertical frames. It is understood the atleast one horizontally oriented frame can be omitted where the verticalframes are sufficiently designed to be structurally sound independentthereof. A weighted mass is mounted within the frame assembly andpositioned proximate to a bottom of the frame assembly along the centralvertical axis for the purpose of positioning the center of gravity ofthe frame assembly proximate to the bottom of the frame assembly. At atop of the vertical axis, it is desirous to include a protrusionextending above the vertical frames for providing an initial instabilityto begin a self-righting process when the frame assembly is inverted. Itis understood that the protrusion may be eliminated if the same regionon the self-righting frame assembly is design to minimize any supportingsurface area to provide maximum instability when placed in an invertedorientation. When the frame assembly is inverted and resting on a frameassembly supporting surface, the frame assembly contacts the frameassembly supporting surface at the protrusion and at a point on at leastone of the vertical frames. The protrusion extends from the top of thevertical axis and above the vertical frames a distance such that thecentral axis is sufficiently angulated from vertical to horizontallydisplace the center of gravity beyond the point of contact of thevertical frame and thereby producing a righting moment to return theframe assembly to an upright equilibrium position.

In another aspect, an aeronautical vehicle that rights itself from aninverted state to an upright or kilter state has a self-righting frameassembly including a protrusion extending upwardly from a centralvertical axis. The protrusion provides an initial instability to begin aself-righting process when the aeronautical vehicle is inverted on aframe assembly supporting surface. At least one rotor is rotatablymounted in a central void of the self-righting frame assembly andoriented to provide a lifting force. A power supply is mounted in thecentral void of the self-righting frame assembly and operationallyconnected to the at least one rotor for rotatably powering the rotor. Anelectronics assembly is also mounted in the central void of theself-righting frame for receiving remote control commands and iscommunicatively interconnected to the power supply for remotelycontrolling the aeronautical vehicle to take off, to fly, and to land ona frame assembly supporting surface.

In still another aspect, an aeronautical vehicle that rights itself froman off-kilter, an off-seated, or an inverted state to an upright statehas a self-righting frame assembly including at least two verticallyoriented intersecting elliptical frames. The terms off-kilter,off-seated, and inverted refer to a condition where the aeronauticalvehicle is not resting on a aeronautical vehicle supporting surface in adesired state or in a proper orientation. The frames define a centralvoid and each frame has a vertical minor axis and a horizontal majoraxis wherein the frames intersect at their respective vertical minoraxes. Two horizontally oriented frames are affixed to the verticalframes and extend about an inner periphery of the vertical frames formaintaining the vertical frames at a fixed spatial relationship. Aweighted mass is positioned within the frame assembly along the centralvertical axis and is affixed proximate to a bottom of the frame assemblyfor the purpose of positioning a center of gravity of the aeronauticalvehicle proximate to a bottom of the frame assembly. At a top of thevertical axis a protrusion, at least a portion of which has a sphericalshape, extends above the vertical frames for providing an initialinstability to begin a self-righting process when the aeronauticalvehicle is inverted on a frame assembly supporting surface. When theaeronautical vehicle is inverted and resting on a frame assemblysupporting surface, the frame assembly contacts the frame assemblysupporting surface at the protrusion and at a point on at least one ofthe vertical frames. The protrusion extends from the top of the verticalaxis and above the vertical frames a distance such that the central axisis sufficiently angulated from vertical to horizontally displace thecenter of gravity beyond the point of contact of the vertical framethereby producing a righting moment to return the frame assembly to anupright equilibrium position. At least two rotors are rotatably mountedin the void of the self-righting frame assembly. The two rotors areco-axial along the central axis and counter-rotating one with respect tothe other. The rotors are oriented to provide a lifting force, eachrotor being substantially coplanar to one of the horizontal frames. Apower supply is mounted in the weighted mass and operationally connectedto the rotors for rotatably powering the rotors. An electronics assemblyis also mounted in the weighted mass for receiving remote controlcommands and is communicatively interconnected to the power supply forremotely controlling the aeronautical vehicle to take off, to fly, andto land on a frame assembly supporting surface.

In another aspect, the self-righting aeronautical vehicle can bedesigned for manned or unmanned applications. The self-rightingaeronautical vehicle can be of any reasonable size suited for the targetapplication. The self-righting aeronautical vehicle can be provided in alarge scale for transporting one or more persons, cargo, or smaller forapplications such as a radio-controlled toy.

In another aspect, the one propulsion system further comprising at leastone aerodynamic rotor or horizontally oriented propeller, wherein the atleast one aerodynamic rotor is located within the central void of theself-righting frame assembly.

In another aspect, the one propulsion system further comprising a secondaerodynamic rotor, wherein the second aerodynamic rotor is locatedwithin the central void of the self-righting frame assembly, wherein thefirst aerodynamic rotor rotates in a first direction and the secondaerodynamic rotor rotates in a second, opposite direction.

In another aspect, the self-righting frame assembly comprises:

-   -   at least two vertically oriented frame members in registration        with a plane extending radially outward from a central vertical        axis of the self-righting frame assembly, the frame members        having an uninterrupted, continuous peripheral edge between a        top portion and a base portion, the frames defining a central        void, the at least two vertically oriented frames being arranged        in a fixed spatial relationship;    -   a weighted mass at a lower section of the frame assembly for the        purpose of positioning a center of gravity of the frame assembly        proximate to a bottom of the frame assembly; and    -   an apex formed at a top of the vertical axis at an upper portion        of the vertical frames for providing an initial instability to        begin a self-righting process when the frame assembly is        inverted; wherein:    -   when the frame assembly is inverted and resting on a frame        assembly supporting surface, the frame assembly contacts the        frame assembly supporting surface at the apex and at a point on        at least one of the vertical frames and further wherein the apex        extends from the top of the vertical axis and above the vertical        frames a distance such that the central axis is sufficiently        angulated from vertical to horizontally displace the center of        gravity beyond the point of contact of the at least one vertical        frame thereby producing a righting moment to return the frame        assembly to an upright equilibrium position.

In another aspect, the at least two vertically oriented frames areoriented substantially at equal angles one to the other such that theirintersection defines the central vertical axis.

In another aspect, the vertical frames define a substantially continuousouter curve about a periphery thereof.

In another aspect, the vertical frames are shaped having at least oneof:

-   -   a width dimension, wherein the width dimension is defined as a        dimension between the central vertical axis and the radially        outer edge of the vertical frame, wherein a height dimension is        less than or equal to twice the width dimension,    -   a semi-elliptical shape and further wherein the elliptical shape        has a horizontal major axis and a vertical minor axis, and    -   a semi-circular shape.

In another aspect, the frame structure is designed to self-right theframe assembly when the frame assembly is placed in an off-kilter, anoff-seated, or an inverted orientation on the aeronautical vehiclesupporting surface.

In another aspect, the frame can be utilized for any applicationdesiring a self-righting structure. This can include any generalvehicle, a construction device, a rolling support, a toy, and the like.

In another aspect, the frame can be utilized to protect operationalcomponents, including the propulsion system, power supply, electricalassembly, and the like.

These and other features, aspects, and advantages of the invention willbe further understood and appreciated by those skilled in the art byreference to the following written specification, claims and appendeddrawings.

BRIEF DESCRIPTION OF THE DRAWINGS

The invention will now be described, by way of example, with referenceto the accompanying drawings, where like numerals denote like elementsand in which:

FIG. 1 presents an isometric view of an aeronautical vehicle having aself-righting frame according to the present invention;

FIG. 2 presents a partially sectioned side elevation view of theaeronautical vehicle;

FIG. 3 presents a side elevation view of the aeronautical vehicle;

FIG. 4 presents a top plan view of the aeronautical vehicle;

FIG. 5 presents a bottom plan view of the aeronautical vehicle;

FIG. 6 presents a cross-sectional view of the aeronautical vehicle shownin FIG. 4, taken along the line 6-6 of FIG. 4;

FIG. 7 presents a perspective view of a user remotely operating theaeronautical vehicle;

FIG. 8 presents an elevation view of the aeronautical vehicle resting ona frame assembly supporting surface in an inverted orientation;

FIG. 9 presents an elevation view of the aeronautical vehicle resting onthe frame assembly supporting surface and beginning the process ofself-righting itself;

FIG. 10 presents an elevation view of the aeronautical vehicle restingon the frame assembly supporting surface and continuing the process ofself-righting itself;

FIG. 11 presents an elevation view of the aeronautical vehicle restingon the frame assembly supporting surface and approximately one-halfself-righted;

FIG. 12 presents an elevation view of the aeronautical vehicle restingon the frame assembly supporting surface and over one-half self-righted;

FIG. 13 presents an elevation view of the aeronautical vehicle restingon the frame assembly supporting surface and almost completelyself-righted;

FIG. 14 presents an opposite elevation view of the aeronautical vehicleas shown in FIG. 13 and almost completely self-righted;

FIG. 15 presents an elevation view of the aeronautical vehicle atcompletion of the self-righting process; and

FIG. 16 presents a top perspective view of a representative remotecontrol unit for use by a user for remotely controlling the aeronauticalvehicle;

FIG. 17 presents an isometric view of a the aeronautical vehicle,introducing a weight used for directional control thereof during flight;

FIG. 18 presents an isometric view of a second exemplary embodiment ofan aeronautical vehicle;

FIG. 19 presents a top plan view of the second exemplary embodiment ofan aeronautical vehicle introduced in FIG. 18;

FIG. 20 presents a sectioned elevation view of the second exemplaryembodiment, wherein the section is taken along section line 20-20 ofFIG. 19;

FIG. 21 presents an isometric view of a third exemplary embodiment of anaeronautical vehicle;

FIG. 22 presents a top plan view of the third exemplary embodiment of anaeronautical vehicle introduced in FIG. 18;

FIG. 23 presents a sectioned elevation view of the third exemplaryembodiment, wherein the section is taken along section line 23-23 ofFIG. 22; and

FIG. 24 presents a top plan view of the third exemplary embodiment of anaeronautical vehicle.

Like reference numerals refer to like parts throughout the various viewsof the drawings.

DETAILED DESCRIPTION OF THE INVENTION

The following detailed description is merely exemplary in nature and isnot intended to limit the described embodiments or the application anduses of the described embodiments. As used herein, the word “exemplary”or “illustrative” means “serving as an example, instance, orillustration.” Any implementation described herein as “exemplary” or“illustrative” is not necessarily to be construed as preferred oradvantageous over other implementations. All of the implementationsdescribed below are exemplary implementations provided to enable personsskilled in the art to make or use the embodiments of the disclosure andare not intended to limit the scope of the disclosure, which is definedby the claims. For purposes of description herein, the terms “upper”,“lower”, “left”, “rear”, “right”, “front”, “vertical”, “horizontal”, andderivatives thereof shall relate to the invention as oriented in FIG. 1.Furthermore, there is no intention to be bound by any expressed orimplied theory presented in the preceding technical field, background,brief summary or the following detailed description. It is also to beunderstood that the specific devices and processes illustrated in theattached drawings, and described in the following specification, aresimply exemplary embodiments of the inventive concepts defined in theappended claims. Hence, specific dimensions and other physicalcharacteristics relating to the embodiments disclosed herein are not tobe considered as limiting, unless the claims expressly state otherwise.

A remotely controlled aeronautical vehicle 120 in accordance with afirst exemplary embodiment is introduced in the illustration shown inFIG. 1. The remotely controlled aeronautical vehicle 120 employs aself-righting structural frame 140 and illustrates its variouscomponents.

Referring now to FIGS. 1-6, the aeronautical vehicle 120 and moreparticularly, the self-righting frame assembly 140 includes at least twosubstantially identical vertically oriented frames 142 arranged in anintersecting manner such that the axis of their intersection alsodefines a central vertical axis 150 of the self-righting frame assembly140. The substantially identical vertically oriented frames 142 arefurther oriented one with respect to the other to substantially defineequal angles about an outer periphery of the self-righting frameassembly 140.

Each substantially identical vertically oriented frame 142 defines anouter edge 144 having a continuous outer curve about a periphery of therespective vertically oriented frame 142. The substantially identicalvertically oriented frames 142 may have a circular shaped outer curve144, but in a most preferred embodiment, substantially identicalvertically oriented frames 142 have an elliptical shape wherein themajor axis (represented by dimension “a” 186 of FIG. 2) is thehorizontal axis of the substantially identical vertically orientedframes 142 and wherein the minor axis (represented by dimension “b” 187of FIG. 2) is the vertical axis of the substantially identicalvertically oriented frames 142 (i.e., dimension “a” 186 is greater thandimension “b” 187). The substantially identical vertically orientedframes 142 also have an inner edge 148 which, if substantially identicalvertically oriented frames 142 were rotated about axis 150, define acentral void 146. A bottom edge 124 of the substantially identicalvertically oriented frames 142 and thus of the self-righting frameassembly 140 is flattened instead of carrying the elliptical formthrough to central axis 150. The flattened bottom area 124 of thesubstantially identical vertically oriented frames 142 contributes to astable upright equilibrium of the self-righting frame assembly 140.

At least one horizontal frame 152 extends about an inner periphery ofthe central void 146. In a most preferred embodiment, a pair ofhorizontal frames 152 extends about the inner periphery of the void 146and are vertically spaced one from the other. The horizontal frames 152are affixed to each vertically oriented frame 142 substantially at inneredges 148 of the substantially identical vertically oriented frames 142and maintain the plurality of substantially identical verticallyoriented frames 142 at a desired fixed spatial relationship one to theother, i.e. defining substantially equal angles one frame 142 withrespect to an adjacent frame 142.

A weighted mass 154 is positioned within the frame assembly 140 andaffixed thereto in a stationary manner. As illustrated, the weightedmass 154 is held captive in a stationary manner proximate to the bottomedge 124 of the plurality of substantially identical vertically orientedframes 142 along central vertical axis 150. While one manner of holdingthe weighted mass 154 captive is accomplished by the substantiallyidentical vertically oriented frames 142 conforming to an outerperiphery of the weighted mass 154, as illustrated. It is understoodthat other manners of retaining weighted mass 154 can be employed suchas using mechanical fasteners, bonding agents such as glue or epoxy, orby other known methods of captive retention known in the industry. Thepreferred position and weight of the weighted mass 152 is selected toplace the combined center of gravity 156 of the aeronautical vehicle 120as close to the bottom edge 124 of the remotely controlled aeronauticalvehicle 120 as possible and at a location preferably within the formfactor of the weighted mass 154.

A protrusion 158 is affixed to a top portion 122 of frame assembly 140.The protrusion 158 extends upwardly and exteriorly from outer edge 144of substantially identical vertically oriented frames 142 and in apreferred embodiment an upper most part of protrusion 158 has aspherical portion 159. In an alternate embodiment, the frame assembly140 defines an apex. In a configuration including the protrusion 158,the protrusion 158 would preferably be in registration with the apex ofthe frame assembly 140. Those practiced in the art will readilyrecognize by the disclosures herein that the protrusion 158 can be anyshape that provides for a single point of contact 194 (FIG. 9) at eitheran apex of the frame assembly 140 or, if included, the protrusion 158with a frame assembly supporting surface 102 (FIG. 9) when the frameassembly 140 is in a substantially inverted orientation on the frameassembly supporting surface 102 (FIGS. 8-15).

As illustrated in FIGS. 1-6 and particularly in FIGS. 2 and 6, theself-righting frame 140 is easily adapted for use in a Vertical Take-Offand Landing (VTOL) aeronautical vehicle 120, here illustrated as aremotely controlled flyable model. The aeronautical vehicle 120 includesthe self-righting frame assembly 140 and further includes a maneuveringand lift mechanism 170 for providing aeronautical lift and maneuveringof aeronautical vehicle 120 during flight operations. The maneuveringand lift mechanism 170 includes a power supply 176 and remote controlelectronics 178 for powering and controlling aeronautical vehicle 120 inflight operations. The power supply 176 as illustrated comprises anelectrical battery and electric motor, however other powerconfigurations utilized for flyable model aeronautical vehicles are alsounderstood. The remote control electronics 178 are capable of receivingremote control radio frequency (RF) signals and translating thosesignals into control inputs to the power supply 176 for providingdirectional and velocity controls to the aeronautical vehicle 120. Thepower supply 176 and electronics 178 are further understood to besubstantially the same as or adapted from like mechanisms utilized forremotely controlled helicopters, but may also be of a unique design forthe aeronautical vehicle 120 and known to those practiced in the art.

The power supply 176 and respective electronics 178 are preferablyhoused within and contribute to the function of weighted mass 154 aspreviously described. A rotating mast 174 is connected to the powersupply 176, wherein the rotating mast 174 extends upwardly from theweighted mass 154 and is coincident with the central axis 150. At leastone aerodynamic rotor 172 is affixed to the rotating mast 174 and, whenrotated at a sufficient speed, functions as a rotating airfoil togenerate lift to raise the aeronautical vehicle 120 into the air forflying operations. However, as with all aeronautical vehicles employinga rotating aerodynamic rotor to provide lift, the aeronautical vehicle120 also requires an anti-torque mechanism to maintain the rotationalstability of the self-righting frame assembly 140. A preferredembodiment of aeronautical vehicle 120 includes a second aerodynamicrotor 173 that is also rotatably powered by the power supply 176 whereineach rotor 172, 173 is substantially co-planar with a respectivehorizontal frame 152 as illustrated in FIGS. 2 and 3. However, thesecond rotor 173 is geared/arranged to rotate in an opposite directionfrom the first rotor 172 and thus countering the torque produced by thefirst rotor 172. Such co-axial counter-rotating rotor systems are wellknown in VTOL design. Other anti-torque systems known in the art andcontemplated herein include a single main rotor and a second mechanismsuch as a smaller rotor at right angles to the main rotor and proximateto a periphery of the frame 140 or dual laterally separatedcounter-rotating rotors.

The maneuvering and lift mechanism 170 can also include a stabilizationmechanism comprising a stabilizer bar 180 having weights 181 at oppositeends thereof also rotatably affixed to mast 174 to rotate in conjunctionwith the rotors 172, 173. The stabilizer bar 180 and weights 181 duringrotation stay relatively stable in the plane of rotation and thuscontribute to the flight stability of the aeronautical vehicle 120. Thestabilizer bar 180 and weights 181 are of a configuration known in thehelicopter design art.

Referring now to FIGS. 7 and 16, flight operations of the model VTOLaeronautical vehicle 120 are shown wherein a user 104 utilizes a remotehand controller 106 to send control signals to the aeronautical vehicle120 to take off from and fly above the frame assembly supporting surface102. The remote hand controller 106, as further shown in FIG. 16,includes a case 108 formed to include handles 110 for grasping by user104. The case 108 also houses the electronic circuitry (not shown) togenerate and transmit the RF control signals for broadcast toaeronautical vehicle 120 to permit the remote controlled flight of theaeronautical vehicle 120. The controller 106 includes a power cord 114for recharging batteries and various controls such as on-off switch 111and joy sticks 112, 113 to generate the command signals for vertical andlateral translations of aeronautical vehicle 120 thereby allowing user104 to control vehicle 120 to take-off, perform flight maneuvers, andland.

During flight operations of a remotely controlled helicopter, one of themajor problems occurs when the vehicle tips or lands in other than anupright orientation. In those instances, the user must travel to thelocation of the vehicle and re-orient the vehicle and then resumeoperations. The self-righting frame 140 of VTOL aeronautical vehicle 120causes vehicle 120 to, in the event of other than an upright landing,re-orient itself without the aid of the user.

A worst-case scenario of aeronautical vehicle 120 landing in an invertedorientation and its self-righting sequence is illustrated in FIGS. 8-15and described herein. In FIG. 8, vehicle 120 has hypothetically landedin a worst-case inverted orientation on frame assembly supportingsurface 102 wherein aeronautical vehicle 120 is hypothetically restingon frame assembly supporting surface 102 at a single point of contact ofthe spherical portion 159 of the protrusion 158. Because of thespherical geometry of portion 159 or other geometry employed such thatin an inverted orientation, there is only single point contact such aswith a portion 159 being conical, the protrusion 158 imparts an initialinstability to the self-righting frame assembly 140. Further, theinitial instability is enhanced by the weighted mass 154 positioning thecenter of gravity 156 opposite most distant from the single point ofcontact of the portion 159 of the protrusion 158. The initialinstability initiates a moment force “M” 189 to begin rotating theremotely controlled aeronautical vehicle 120 about the point of contactof the portion 159 of the protrusion 158.

Turning now to FIG. 9, the remotely controlled aeronautical vehicle 120begins to seek a state of equilibrium from the initial state ofinstability described with respect to FIG. 8. Those practiced in themechanical arts will readily recognize that such a state of equilibriumwould occur when the self-righting frame assembly 140 contacts the frameassembly supporting surface 102 at three points defining a contact planewith the weight vector 188 of the vehicle 120 vertically projectingwithin the triangle on the frame assembly supporting surface 102 definedby the three points of contact of frame assembly 140. As illustrated inFIG. 9, the protrusion 158 with the spherical portion 159 extends abovethe elliptical profile of substantially identical vertically orientedframes 142 a dimensional distance of “Z” 193. As the remotely controlledaeronautical vehicle 120 tips to one side from the protrusion 158, thecontact point 194 and the outer edge 144 of substantially identicalvertically oriented frames 142 contacts the frame assembly supportingsurface 102 at the frame contact points 195. The dimension “Z” 193extension of protrusion 158 and portion 159 above substantiallyidentical vertically oriented frames 142 results in central axis 150being angulated from vertical by angle “A” 190.

As illustrated, adjacent substantially identical vertically orientedframes 142 each have a contact point 195 (in FIG. 9, a second frame 142is hidden behind the illustrated frame 142) such that, as illustrated, aline interconnecting points 195 is orthogonal to the drawing page andforms one leg of a contact triangle defining a contact plane for vehicle120. The line connecting points 195 is a distance “Y” 192 from contactpoint 194 of protrusion 158. If the lateral or horizontal displacementof weight vector “W” 188 is such that vector “W” 188 operates throughthe contact triangle defined by contact point 194 of protrusion 158 andthe two contact points 195 of adjacent substantially identicalvertically oriented frames 142, an equilibrium state for vehicle 120 isfound and it will remain in that state until disturbed into an unstablestate. However, as illustrated in FIG. 9, height dimension “Z” issufficiently large to create angle “A” such that weighted mass 154 andvehicle center of gravity 156 have been horizontally displaced fromvertical by a distance “X” 191. Height dimension “Z” is selected toinsure that dimension “X” 191 is greater than dimension “Y” 192.Additionally, inertia continues to rotate the remotely controlledaeronautical vehicle 120.

Turning now to FIG. 10, the vehicle of FIG. 9 is viewed as from the leftside of FIG. 9 wherein weighted mass 154 being on the far side of thecontact points 195 of FIG. 9 and creating righting moment “M” 189, theremotely controlled aeronautical vehicle 120 follows the righting moment“M” 189 and continues its rotation towards an upright position.Likewise, as illustrated in FIG. 11, the weighted mass 154 approachesthe ninety-degree (90°) position of rotation from vertical. Thosepracticed in the art will readily recognize that an outer periphery ofhorizontal frame 152 in a preferred embodiment will not engage the frameassembly supporting surface 102 as remotely controlled aeronauticalvehicle 120 or self-righting frame assembly 140 rotates across the frameassembly supporting surface 102. In this manner, the self-rightingmotion caused by the moment “M” 189 will remain continuous anduninterrupted.

Referring now to FIGS. 12-14, the remotely controlled aeronauticalvehicle 120 and the self-righting frame assembly 140 continue to rotatetoward an upright position with the weighted mass 154 consistentlyacting beyond the shifting points of contact of the adjacent verticalsubstantially identical vertically oriented frames 142. In FIG. 12, theweighted mass 154 rotates downwardly from its ninety-degree (90°)position and in FIGS. 13 and 14, the weighted mass 154 approaches aposition proximate to the frame assembly supporting surface 102 whereinthe remotely controlled aeronautical vehicle 120 is almost upright, FIG.14 being a one hundred eighty degree (180°) opposing view of FIG. 13.

In FIG. 15, remotely controlled aeronautical vehicle 120 has achieved astable upright equilibrium state wherein the weighted mass 154 is mostproximate to the frame assembly supporting surface 102 and wherein theflattened bottom 124 defines a resting plane on the frame assemblysupporting surface 102 to maintain upright stability of the remotelycontrolled aeronautical vehicle 120. Once the remotely controlledaeronautical vehicle 120 has self-righted itself, the remotelycontrolled aeronautical vehicle 120 is once again ready to resume flightoperations without requiring the user 104 to walk or travel to thelocation of the remotely controlled aeronautical vehicle 120 to right itprior to resuming flight.

Those skilled in the art will recognize the design options for thequantity of the vertical substantially identical vertically orientedframes 142. Additionally, the same can be considered for the number ofthe horizontal frames 152. The propulsion system can utilize a singlerotor, a pair of counter-rotating rotors located along a common axis,multiple rotors located along either a common axis or separate axis, ajet pack, a rocket propulsion system, a ducted fan, and the like.

Those skilled in the art will recognize the potential applications ofthe self-righting frame assembly for use in such items as a generalvehicle, a construction device, a personnel carrier, a rolling support,a toy, a paperweight, and the like.

The self-righting structural frame 140 provides a structure allowing abody having a width that is greater than a height to naturallyself-orient to a desired righted position. As the weight distributionincreases towards the base of the self-righting structural frame 140,the more the frame 140 can be lowered and broadened without impactingthe self-righting properties.

One method of controlling flight of the remotely controlled aeronauticalvehicle 120 can be accomplished by adjusting a symmetric balancethereof. Any change in balance can impact the flight of the remotelycontrolled aeronautical vehicle 120. A direction controlling weight 200can be strategically placed and utilized to control a direction ofmotion of the remotely controlled aeronautical vehicle 120 duringflight. The direction controlling weight 200 is designed to be removablyattached to the remotely controlled aeronautical vehicle 120 at anysuitable location. The exemplary direction controlling weight 200includes a weight body 210 comprising a weight installation slot 212extending inward from a distal end thereof. The direction controllingweight 200 is positioned onto the remotely controlled aeronauticalvehicle 120 by resting the weight body 210 upon the upper surface of thehorizontal frame 152 and sliding the weight installation slot 212 aroundthe substantially identical vertically oriented frame 142. The gapspanning across the weight installation slot 212 is preferably of adimension providing a snug fit against a width or thickness of thesubstantially identical vertically oriented frame 142. Friction betweenthe contacting surfaces of the weight installation slot 212 and thesubstantially identical vertically oriented frame 142 is employed toretain the direction controlling weight 200 in position. The overallfriction is determined by a relationship between a contacting surfacearea, a normal force and a coefficient of friction. The normal force canbe increased by enabling the weight body 210 to flex, thus increasingthe overall friction. The direction controlling weight 200 establishesan off-balanced condition for the remotely controlled aeronauticalvehicle 120. The off-balanced condition drives the remotely controlledaeronautical vehicle 120 in a specific direction, generally in adirection towards the weighted side of the remotely controlledaeronautical vehicle 120. It is understood that the directioncontrolling weight 200 can be of a nominal weight, enabling the user toinsert any number of direction controlling weights 200 to adjust theoff-balanced condition.

The remotely controlled aeronautical vehicle 120 can be enhanced bymodifying the shape of a portion, or more than one portion, of the shellstructure to create additional lift, support, control, stability, orenhance other desirable features as required as illustrated in FIGS. 18through 20. This modification is not necessarily symmetrical and couldbe present on any part of the shell structure, furthermore, anyindividual or multiple section(s) of the shell structure may be capableof independent movement and or orientation as required to enhanceddesirable features or performance characteristics.

The remotely controlled aeronautical vehicle 320 comprises a significantnumber of elements that are the same as in the remotely controlledaeronautical vehicle 120 Like features of the remotely controlledaeronautical vehicle 320 and remotely controlled aeronautical vehicle120 are numbered the same except preceded by the numeral ‘3’.

The lift and stabilization panel 360 is shaped comprising a least onearched surface, and moreso, preferably designed having a cross sectionalshape resembling an airfoil as illustrated in a cross sectioned viewpresented in FIG. 20. The airfoil shape of the lift and stabilizationpanel 360 provides lift when the remotely controlled aeronauticalvehicle 320 is moving in a horizontal direction. The airfoil shape ofthe lift and stabilization panel 360 provides drag when the remotelycontrolled aeronautical vehicle 320 is moving in a vertical direction.The lift and stabilization panel 360 can be designed having anyreasonable and suitable shape. The exemplary embodiment presents anelongated configuration, as best shown in the top plan view illustratedin FIG. 19. The lift and stabilization panel 360 is bound by a lift andstabilization panel peripheral edge 362. The lift and stabilizationpanel peripheral edge 362 can have any suitable shape. The exemplaryspan segments of the lift and stabilization panel peripheral edge 362are concave. Alternative embodiments can include linear segments, convexsegments, multi-arched segments, non-defined, free-formed segments, andthe like. It is understood that the lift and stabilization panel 360 ispreferably symmetric ensuring the remotely controlled aeronauticalvehicle 320 retains proper balance. In the exemplary embodiment, thelift and stabilization panel 360 is elongated in a longitudinaldirection. The lift and stabilization panel 360 extends in thelongitudinal direction between a pair of lift and stabilization paneldistal end points 364 and a lateral direction between a pair of lift andstabilization panel proximal end points 366. The lift and stabilizationpanel 360 defines a lift and stabilization panel upper surface 368 and alift and stabilization panel lower surface 369. The lift andstabilization panel upper surface 368 is of a longer dimension comparedto the lift and stabilization panel lower surface 369, thus creating alift when subjected to a passing generally horizontal airflow.Conversely, the lift and stabilization panel lower surface 369 generatesa drag when the remotely controlled aeronautical vehicle 320 is fallingdownward subjecting the lift and stabilization panel 360 to a verticalairflow. The horizontal frame 352 can also be designed having an airfoilshape, as best shown in the section view illustrated in FIG. 20. Airflowgenerated by the aerodynamic rotor 372 and second aerodynamic rotor 373is drawn in around the lift and stabilization panel 360, adding to thelift and support provided by the lift and stabilization panel 360.

Another alternative embodiment is referred to as a remotely controlledaeronautical vehicle 420, which is described by the illustrationspresented in FIGS. 21 through 23. The remotely controlled aeronauticalvehicle 420 comprises a significant number of elements that are the sameas in the remotely controlled aeronautical vehicle 120. Like features ofthe remotely controlled aeronautical vehicle 420 and remotely controlledaeronautical vehicle 120 are numbered the same except preceded by thenumeral ‘4’. The remotely controlled aeronautical vehicle 420 replacesthe horizontal frame 352 with a plurality of central horizontal planesupport beams 460, each central horizontal plane support beam 460spanning between adjacent substantially identical vertically orientedframes 442. The substantially identical vertically oriented frame 442can have any designed cross sectional shape suitable for the remotelycontrolled aeronautical vehicle 420. In one embodiment, thesubstantially identical vertically oriented frame 442 can have anairfoil shaped cross section. In another embodiment, the substantiallyidentical vertically oriented frame 442 can have a rectangular shapedcross section. In yet another embodiment, the substantially identicalvertically oriented frame 442 can have a triangular, oval, elliptical,circular, or any other suitable cross sectional shape. Each centralhorizontal plane support beam 460 can be linear (as illustrated),curved, concave, convex, a complex curve, and the like. Each centralhorizontal plane support beam 460 would be shaped to remain within aninterior defined by a horizontal peripheral boundary 451. The remotelycontrolled aeronautical vehicle 420 can further include a second seriesof horizontal plane support beams, such as a secondary horizontal planesupport beam 462. The second series of horizontal plane support beamscan be located between the central horizontal plane support beam 460 andthe protrusion 458 as illustrated or between the central horizontalplane support beam 460 and the weighted mass 454. It is also understoodthat additional horizontal plane support beams can be integrated intothe remotely controlled aeronautical vehicle 420 at a location aboveand/or below the central horizontal plane support beam 460. Anadditional feature introduced within the remotely controlledaeronautical vehicle 420 is a plurality of traversing beams 464, 466,each traversing beam 464, 466 oriented extending between internal edgesof opposing substantially identical vertically oriented frames 442across a central void 446. The traversing beams 464, 466 can be joinedat their intersection, increasing the rigidity of the remotelycontrolled aeronautical vehicle 420. The remotely controlledaeronautical vehicle 420 can include any or all of the centralhorizontal plane support beam 460, the secondary horizontal planesupport beam 462, and the traversing beams 464, 466.

The traversing beams 464, 466 introduce an opportunity for integrating aplurality of spatially arranged maneuvering and lift mechanisms 470. Thepreferred embodiment utilizes an even number of maneuvering and liftmechanisms 470, wherein each pair of maneuvering and lift mechanism 470employs counter rotating rotors 472, 473. More specifically, a firstmaneuvering and lift mechanism 470 employs a first rotating directionaerodynamic rotor 472 and a second maneuvering and lift mechanism 470employs a second rotating direction aerodynamic rotor 473. Alternativelyor in combination therewith, the remotely controlled aeronauticalvehicle 420 can include any number of maneuvering and lift mechanisms470, wherein each maneuvering and lift mechanism 470 can employ a pairof rotors, each rotor being counter rotating. Those skilled in the artcan appreciate that any combination of rotating configurations can beemployed to retain a rotational balance between lifting systems.

Another alternative embodiment is referred to as a remotely controlledaeronautical vehicle 520, which is described by the top viewillustration presented in a FIG. 24. The remotely controlledaeronautical vehicle 520 comprises a significant number of elements thatare the same as in the remotely controlled aeronautical vehicle 120.Like features of the remotely controlled aeronautical vehicle 520 andremotely controlled aeronautical vehicle 120 are numbered the sameexcept preceded by the numeral ‘5’. The remotely controlled aeronauticalvehicle 120, 320, 420 each include substantially identical verticallyoriented frames 142, 342, 442 that extend symmetrically about arespective central vertical axis 150, 350, 450. This configuration canbe modified while maintaining within the spirit and intent of thepresent invention by utilizing an odd number of substantially identicalvertically oriented frames 542. Each substantially identical verticallyoriented frame 542 extends radially outward from the central verticalaxis 550. The substantially identical vertically oriented frames 542 arepreferably arranged at equal angles from one another. A horizontal frame552 or similar element is employed to provide rigidity and structuralsupport to the distal ends of the substantially identical verticallyoriented frames 542.

The embodiments described above described each of the verticallyoriented frames 142, 342, 442, 542 being as substantially identical. Thevertically oriented frames 142, 342, 442, 542 are preferred to beidentical for balance. It is understood that the vertically orientedframes 142, 342, 442, 542 can differ from one to another as long as theself-righting frame assembly 140, 340, 440, 540 is suitably balanced forflight. Similarly, the arrangement of the vertically oriented frames142, 342, 442, 542 are described as being separated by equal angles. Itis understood that the vertically oriented frames 142, 342, 442, 542 canbe arranged at varying spacing or angles from one to another as long asthe self-righting frame assembly 140, 340, 440, 540 is suitably balancedfor flight.

It is understood that a portion of the shell structure may in fact becapable of independent movement and varying orientation (similar to anaileron as a sub-component capable of independent movement from a wing)as required for performance, control or other desirable feature asrequired.

The self-righting frame assembly 140, 340, 440, 540 can furtherincorporate elements commonly used in aviation, including ailerons, arudder, elevators, and the like to improve flight control. These can becontrolled using any suitable control elements known by those skilled inthe art for both radio controlled vehicles as well as manned vehicles.

Since many modifications, variations, and changes in detail can be madeto the described preferred embodiments of the invention, it is intendedthat all matters in the foregoing description and shown in theaccompanying drawings be interpreted as illustrative and not in alimiting sense. Thus, the scope of the invention should be determined bythe appended claims and their legal equivalence.

Reference Element Descriptions Ref. No. Description 102 surface 104 user106 remote hand controller 108 case 110 handles 111 on-off switch 112joy sticks 113 joy sticks 114 power cord 120 remotely controlledaeronautical vehicle 122 top portion 124 flattened bottom 140self-righting frame assembly 142 substantially identical verticallyoriented frames 144 circular shaped outer curved edge 146 central void148 inner edge 150 central vertical axis 152 horizontal frame 154weighted mass 156 center of gravity 158 protrusion 159 spherical portion170 maneuvering and lift mechanism 172 aerodynamic rotor 173 secondaerodynamic rotor 174 mast 176 power supply 178 remote controlelectronics 180 stabilizer bar 181 weights 186 major axis (representedby dimension “a”) 187 minor axis (represented by dimension “b”) 188weight vector 189 moment force “M” 190 angle “A” 191 dimension “X” 192dimension “Y” 193 dimensional distance of “Z” 194 contact point 195frame contact points 200 direction controlling weight 210 weight body212 weight installation slot 320 remotely controlled aeronauticalvehicle 322 top portion 324 flattened bottom 340 self-righting frameassembly 342 substantially identical vertically oriented frames 344circular shaped outer curved edge 346 central void 348 inner edge 350central vertical axis 352 horizontal frame 354 weighted mass 356 centerof gravity 358 protrusion 359 spherical portion 360 lift andstabilization element 362 lift and stabilization panel peripheral edge364 lift and stabilization panel distal end point 366 lift andstabilization panel proximal end point 368 lift and stabilization panelupper surface 369 lift and stabilization panel lower surface 370maneuvering and lift mechanism 372 aerodynamic rotor 373 secondaerodynamic rotor 374 mast 376 power supply 378 remote controlelectronics 380 stabilizer bar 381 weights 386 major axis (representedby dimension “a” 387 minor axis (represented by dimension “b” 388 weightvector 420 remotely controlled aeronautical vehicle 422 top portion 424flattened bottom 424 flattened bottom 440 self-righting frame assembly442 substantially identical vertically oriented frame 444 circularshaped outer curved edge 446 central void 448 inner edge 450 centralvertical axis 451 horizontal peripheral boundary 452 horizontal frame454 weighted mass 456 center of gravity 458 protrusion 459 sphericalportion 460 central horizontal plane support beam 462 secondaryhorizontal plane support beam 464 first central traversing beam 466second central traversing beam 470 maneuvering and lift mechanism 472first rotating direction aerodynamic rotor 473 second rotating directionaerodynamic rotor 474 mast 476 power supply 478 remote controlelectronics 480 stabilizer bar 481 weights 486 major axis (representedby dimension “a” 487 minor axis (represented by dimension “b” 488 weightvector 520 remotely controlled aeronautical vehicle 522 top portion 540self-righting frame assembly 542 substantially identical verticallyoriented frame 544 circular shaped outer curved edge 546 central void548 inner edge 550 central vertical axis 551 horizontal peripheralboundary 552 horizontal frame 554 weighted mass 556 center of gravity558 protrusion 559 spherical portion 560 central horizontal planesupport beam 562 upper horizontal plane support beam 564 first centraltraversing beam 566 second central traversing beam 570 maneuvering andlift mechanism 572 first rotating direction aerodynamic rotor 573 secondrotating direction aerodynamic rotor 574 mast 576 power supply 578remote control electronics 580 stabilizer bar 581 weights 586 major axis(represented by dimension “a”) 587 minor axis (represented by dimension“b”) 588 weight vector

What is claimed is:
 1. A self-righting aeronautical vehicle, comprising:a self-righting frame assembly having a plurality of frame members, theframe members being arranged in a fixed spatial relationship providing apassageway for airflow into and from an interior void, at least aportion of the plurality of frame members form at least one dome shapedsection; at least one of an apex and a protrusion located generallycentered within the at least one dome shaped section, a propulsionsystem located within the interior void, wherein, the at least one ofthe apex and the protrusion providing an initial instability to begin aself-righting process when said frame assembly is placed on a generallyhorizontal surface oriented having the at least one of the apex and theprotrusion contacting the generally horizontal surface.
 2. Theself-righting aeronautical vehicle as recited in claim 1, wherein theself-righting aeronautical vehicle is adapted to be instable when theself-righting aeronautical vehicle contacts the generally horizontalsurface from flight.
 3. The self-righting aeronautical vehicle asrecited in claim 1, wherein at least a portion of the plurality of framemembers have an elongated shape.
 4. The self-righting aeronauticalvehicle as recited in claim 1, wherein at least a portion of theplurality of frame members form a substantially continuous looped shape.5. The self-righting aeronautical vehicle as recited in claim 1, whereinthe propulsion system is adapted to contribute to the self-rightingprocess.
 6. The self-righting aeronautical vehicle as recited in claim1, comprising the apex, wherein the apex is located generally centeredwithin the at least one dome shaped section, wherein, the apex providesthe initial instability to begin a self-righting process when said frameassembly is placed on a generally horizontal surface oriented having theat least one of the apex and the protrusion contacting the generallyhorizontal surface.
 7. The self-righting aeronautical vehicle as recitedin claim 1, comprising the protrusion, wherein the protrusion is locatedgenerally centered within the at least one dome shaped section, wherein,the protrusion provides the initial instability to begin a self-rightingprocess when said frame assembly is placed on a generally horizontalsurface oriented having the at least one of the protrusion and theprotrusion contacting the generally horizontal surface.
 8. Aself-righting aeronautical vehicle, comprising: a self-righting frameassembly having a plurality of frame members, the frame members beingarranged in a fixed spatial relationship providing a passageway forairflow into and from an interior void, at least a portion of theplurality of frame members form at least one dome shaped section; atleast one of an apex and a protrusion located generally centered withinthe at least one dome shaped section, a propulsion system located withinthe interior void, wherein, the at least one of the apex and theprotrusion providing an initial instability to begin a self-rightingprocess when said frame assembly is placed on a generally horizontalsurface oriented having the at least one of the apex and the protrusioncontacting the generally horizontal surface, wherein upon completion ofa self righting process of the self-righting frame assembly, thepropulsion system is oriented within the self-righting frame assembly toprovide a lift force to the self-righting aeronautical vehicle.
 9. Theself-righting aeronautical vehicle as recited in claim 8, wherein theself-righting aeronautical vehicle is adapted to be instable when theself-righting aeronautical vehicle contacts the generally horizontalsurface from flight.
 10. The self-righting aeronautical vehicle asrecited in claim 8, wherein at least a portion of the plurality of framemembers have an elongated shape.
 11. The self-righting aeronauticalvehicle as recited in claim 8, wherein at least a portion of theplurality of frame members form a substantially continuous looped shape.12. The self-righting aeronautical vehicle as recited in claim 8,wherein the propulsion system is adapted to contribute to theself-righting process.
 13. The self-righting aeronautical vehicle asrecited in claim 8, comprising the apex, wherein the apex is locatedgenerally centered within the at least one dome shaped section, wherein,the apex provides the initial instability to begin a self-rightingprocess when said frame assembly is placed on a generally horizontalsurface oriented having the at least one of the apex and the protrusioncontacting the generally horizontal surface.
 14. The self-rightingaeronautical vehicle as recited in claim 8, comprising the protrusion,wherein the protrusion is located generally centered within the at leastone dome shaped section, wherein, the protrusion provides the initialinstability to begin a self-righting process when said frame assembly isplaced on a generally horizontal surface oriented having the at leastone of the protrusion and the protrusion contacting the generallyhorizontal surface.
 15. A self-righting aeronautical vehicle,comprising: a self-righting frame assembly having a plurality of framemembers, the frame members being arranged in a fixed spatialrelationship providing a passageway for airflow into and from aninterior void, the frame members having at least one arched section; atleast one of an apex and a protrusion located generally centered withinthe at least one arched section, a propulsion system located within theinterior void, wherein, the at least one of an apex and a protrusionproviding an initial instability to begin a self-righting process whensaid frame assembly is placed on a generally horizontal surface orientedhaving the at least one of an apex and a protrusion contacting thegenerally horizontal surface, wherein upon completion of a self rightingprocess of the self-righting frame assembly, the propulsion system isoriented in a substantially vertical orientation.
 16. The self-rightingaeronautical vehicle as recited in claim 15, wherein the self-rightingaeronautical vehicle is adapted to be instable when the self-rightingaeronautical vehicle contacts the generally horizontal surface fromflight.
 17. The self-righting aeronautical vehicle as recited in claim15, wherein at least a portion of the plurality of frame members have anelongated shape.
 18. The self-righting aeronautical vehicle as recitedin claim 15, wherein at least a portion of the plurality of framemembers form a substantially continuous looped shape.
 19. Theself-righting aeronautical vehicle as recited in claim 15, wherein thepropulsion system is adapted to contribute to the self-righting process.20. The self-righting aeronautical vehicle as recited in claim 15,comprising the apex, wherein the apex is located generally centeredwithin the at least one dome shaped section, wherein, the apex providesthe initial instability to begin a self-righting process when said frameassembly is placed on a generally horizontal surface oriented having theat least one of the apex and the protrusion contacting the generallyhorizontal surface.
 21. The self-righting aeronautical vehicle asrecited in claim 15, comprising the protrusion, wherein the protrusionis located generally centered within the at least one dome shapedsection, wherein, the protrusion provides the initial instability tobegin a self-righting process when said frame assembly is placed on agenerally horizontal surface oriented having the at least one of theprotrusion and the protrusion contacting the generally horizontalsurface.